Wing flap with torque member and method for forming thereof

ABSTRACT

A wing flap includes a flap body. The flap body includes an upper skin, a lower skin opposite the upper skin, and a plurality of spars that extend between the upper skin and the lower skin. The wing flap also includes a torque member that is coupled to the flap body. A portion of the torque member is contiguous with at least one of the upper skin and the lower skin.

PRIORITY

This application is a continuation-in-part of U.S. Ser. No. 15/941,378filed on Mar. 30, 2018.

FIELD

The present disclosure is generally related to aircraft and, moreparticularly, to an aircraft wing flap having a torque member and amethod for forming the wing flap.

BACKGROUND

Fixed-wing aircraft typically include various flight control surfacesthat enable adjustment and control of the aircraft's flight. Forexample, flaps mounted on trailing edges of wings modify the effectivecontour of the wings and, thus, modify the lift characteristics of thewings. In certain types of flap systems, an inboard flap includes atorque member that is used to move the flap between stowed and deployedpositions. Typically, the torque member extends into the side of thefuselage, or into a wing fairing structure of the fuselage, and iscoupled to a flap support mechanism that controls movement of the flap.

In many flap systems, the torque member is a tubular structure having acircular cross-sectional shape, commonly referred to as a torque tube.The torque tube is typically coupled to a structural member of the flap,such as an inboard rib. However, achieving appropriate structural andload-bearing performance can require a heavy torque tube and large andcomplex couplings that increase the weight and cost of the aircraft.Additionally, some flap systems utilize a failsafe torque tube thatincludes a dual torque tube design that further increases the cost,weight, and complexity of the aircraft.

Accordingly, those skilled in the art continue with research anddevelopment efforts in the field of aircraft wing flap actuation.

SUMMARY

In an example, the disclosed wing flap includes a flap body. The flapbody includes an upper skin, a lower skin opposite the upper skin, and aplurality of spars that extend between the upper skin and the lowerskin. The wing flap also includes a torque member that is coupled to theflap body. A portion of the torque member is contiguous with at leastone of the upper skin and the lower skin.

In an example, the disclosed wing of an aircraft includes a wing bodyand a wing flap. The wing flap includes a flap body 164 that is movablycoupled with the wing body. The flap body includes an upper skin, alower skin opposite the upper skin, and a plurality of spars that extendbetween the upper skin and the lower skin. The wing flap also includes atorque member that is coupled to the flap body. A portion of the torquemember is contiguous with at least one of the upper skin and the lowerskin.

In an example, the disclosed method includes steps of: (1) joining anupper skin, a lower skin, and a plurality of spars to partially form aflap body and (2) coupling a plurality of extension members to the flapbody to partially form a torque tube. The flap body is configured to bemovably coupled with a wing of an aircraft. The torque member isconfigured to be coupled to a flap actuator of the aircraft.

Other examples of the disclosed wing flap and method will becomeapparent from the following detailed description, the accompanyingdrawings and the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic, perspective view of an example of an aircraft;

FIG. 2 is a schematic, perspective view of an example of a wing of theaircraft;

FIG. 3 is a schematic, perspective view of an example of a disclosedwing flap;

FIG. 4 is a schematic, interior, perspective view of an example of aportion of the aircraft showing an example of a torque member of thedisclosed wing flap extending through an opening in a fuselage of theaircraft;

FIG. 5 is a schematic, partial, perspective view of an example of thedisclosed wing flap;

FIG. 6 is a schematic, elevation, cross-sectional view of an example ofa disclosed wing flap;

FIG. 7 is a schematic, partial, plan view of an example of the disclosedwing flap;

FIG. 8 is a schematic, plan view of an example of the disclosed wingflap;

FIG. 9 is a schematic, partial, plan view of an example of the disclosedwing flap;

FIG. 10 is a schematic, partial, plan view of an example of thedisclosed wing flap;

FIG. 11 is a schematic, partial, plan view of an example of thedisclosed wing flap;

FIG. 12 is a schematic, partial, plan view of an example of thedisclosed wing flap;

FIG. 13 is a schematic, perspective view of an example of the disclosedwing flap;

FIG. 14 is a flow diagram of an example of a disclosed method; and

FIG. 15 is a flow diagram of an example aircraft production and servicemethodology.

DETAILED DESCRIPTION

The following detailed description refers to the accompanying drawings,which illustrate specific examples described by the disclosure. Otherexamples having different structures and operations do not depart fromthe scope of the present disclosure. Like reference numerals may referto the same feature, element or component in the different drawings.

Illustrative, non-exhaustive examples, which may be, but are notnecessarily, claimed, of the subject matter according the presentdisclosure are provided below.

FIG. 1 is an illustrative example of an aircraft 200. In theillustrative example, the aircraft 200 is a fixed-wing aircraft. Theaircraft 200 includes a fuselage 202, a pair of wings 214 (also referredto individually as wing 214), and a propulsion system 216. The aircraft200 also includes a plurality of high-level systems, such as, but notlimited to, an electrical system 226, a hydraulic system 228, and/or anenvironmental system 230. Any number of other systems may also beincluded.

The fuselage 202 is the main body of the aircraft 200 and includes anysuitable central structure configured to hold a crew, one or morepassengers, and/or cargo. In the illustrative example, the fuselage 202is an elongate, generally cylindrical fuselage. The fuselage 202includes a nose portion at a forward end of the fuselage 202 and a tailportion at an aft end of the fuselage 202. As used herein, the terms“forward” and “aft” have their ordinary meaning as known to thoseskilled in the art and refer to positions relative to a direction ofmovement of the aircraft 200. The tail portion may also include avertical stabilizer 240 and horizontal stabilizers 238.

The fuselage 202 includes an airframe 222 that defines an interior 224,which may include a passenger compartment and/or a cargo compartment. Awing fairing structure 220 (e.g., fuselage/wing fairing) may also beprovided at each interface between the fuselage 202 and the wing 214 andmay extend from proximate (at or near) the fuselage 202 to proximate thewing 214 associated therewith.

The wings 214 include any suitable airfoil structures that areconfigured to provide lift to the aircraft 200. In the illustrativeexample, the wings 214 are elongate structures extending from a lowerportion of the fuselage 202 in a swept wing, tapered planform. In otherexamples, the wings 214 are straight or delta-shaped. In still otherexamples, the wings 214 are trapezoidal, constant, elliptical,semi-elliptical, or other configurations known in the art.

In the illustrative example, the propulsion system 216 includes twoturbofan engines mounted to the wings 214, for example, by pylons. In anexample, each engine is housed in a nacelle, which includes an inlet anda nozzle. In other examples, the engines may be mounted to the fuselage202 or other aircraft structures, such as the tail portion. In variousother examples, the propulsion system 216 may include more or fewerengines and other types of engines (e.g., turboprop engines) may beused.

The aircraft 200 includes various flight control surfaces 232. Theflight control surfaces 232 include any pivoting aerodynamic device thatis used to adjust and control flight and aerodynamic characteristics ofthe aircraft 200. Examples of the flight control surfaces 232 include aninboard flap 208 and/or an outboard flap 218 that are located on thetrailing end of the wings 214, an elevator 234 that is located on thetrailing end of the horizontal stabilizers 238, a rudder 236 that islocated on the trailing end of the vertical stabilizer 240, and othercontrol surfaces, such as leading end flaps, ailerons, and spoilers. Asused herein, the terms “inboard” and “outboard” have their ordinarymeaning as known to those skilled in the art and refer to positionsrelative to a center line of the aircraft 200.

In an example, the inboard flap 208 (also referred to collectively asinboard flaps 208) and/or the outboard flap 218 (also referred tocollectively as outboard flaps 218) include any suitable structuremounted on the trailing edge of the wing 214 and configured to pivot,rotate, and/or translate (e.g., forward and aft) relative to the wig214. The inboard flaps 208 and/or the outboard flaps 218 are configuredto alter the lift characteristics of the wing 214. The inboard flaps 208and/or the outboard flaps 218 are movable between at least a raised(stowed, retracted, or “flaps up”) position and a lowered (deployed,extended, or “flaps down”) position. In an example, the inboard flaps208 and/or the outboard flaps 218 are pivotable about a fixed axis. Inan example, the inboard flaps 208 and/or the outboard flaps 218 pivotthrough a predetermined path, which is generally arcuate of curved.

In an example, the aircraft 200 also includes a flap actuator 260. Theflap actuator 260 is associated with each wing 214 for actuating theinboard flap 208. In an example, the flap actuator 260 includes amotorized arm that is located, or housed, within the fuselage 202, orthe wing fairing structure 220.

In an example, a torque member 210 couples the flap actuator 260 withthe associated inboard flap 208 to transfer an actuating/de-actuating(e.g., lowering/raising) force from the flap actuator 260 to theassociated inboard flap 208. The torque member 210 extends through anopening 206 in the aircraft 200 (e.g., an opening 206 in the fuselage202 or the wing fairing structure 220). The opening 206 in the aircraft200 is sized and shaped to accommodate a travel path of the torquemember 210 as the inboard flap 208 is lowered and raised.

FIG. 2 is an illustrative example of the wing 214. The wing 214 is anyone of various wing structures that includes a wing body 258. The wingbody 258 that is formed of various structural members including, but notlimited to, an upper wing skin 246, a lower wing skin 248, a pluralityof wing spars 250 that extend between the upper wing skin 246 and thelower wing skin 248, and a plurality of wing ribs 252 that extendbetween the upper wing skin 246 and the lower wing skin 248. Thesestructural members are coupled together by any one of various methodsincluding, but not limited to, connection by various kinds of fasteners,co-curing, or integrally forming. The wing spars 250 extend in aspan-wise direction between a wing root 254 of the wing 214 and a wingtip 256 of the wing 214. The wing ribs 252 extend in a chord-wisedirection between a leading edge 244 of the wing 214 and a trailing edge242 of the wing 214. The wing 214 further includes a wing flap 100. Anexample of the disclosed wing flap 100 is movably coupled with the wing214 at the trailing edge 242 of the wing 214 proximate to the wing root254.

Referring to FIGS. 3-13 disclosed are various examples of the wing flap100. The disclosed wing flap 100 includes a flap body 164 and a torquemember 108 that is coupled to the flap body 164. The torque member 108extends from the inboard end 124 of the flap body 164 in an inboarddirection. In an example, the flap body 164 includes an upper skin 102,a lower skin 104 opposite the upper skin 102, and a plurality of spars106 (also referred to individually as spar 106 and collectively as spars106) that extend between the upper skin 102 and the lower skin 104. Aportion of the torque member 108 is contiguous with at least one of theupper skin 102 and the lower skin 104. As used herein, the term“contiguous” refers to a condition in which a first item is in contactwith and shares at least one border with a second item or items that areadjoined along a shared border.

The wing flap 100 is an example of the inboard flap 208 of the wing 214of the aircraft 200 and the torque member 108 is an example of thetorque member 210 of the inboard flap 208 (FIG. 1). In other examples,the teachings of the present disclosure may be applied to one or moreother flight control surfaces 232 of the aircraft 200.

In an example, the wing flap 100 includes any suitable pivotingstructure that is mounted on, or is otherwise movably coupled with, thewing body 258 of the wing 214 at the trailing edge 242 of the wing 214(FIGS. 1 and 2). In an example, the wing flap 100 is located adjacent tothe wing fairing structure 220 of the fuselage 202 of the aircraft 200.During operation of the wing flap 100, the wing flap 100 is movablebetween at least a raised (stowed, retracted, or “flaps up”) positionand a lowered (deployed, extended, or “flaps down”) position to alterthe lift characteristics of the wing.

Referring to FIG. 3, the flap body 164 includes an inboard end 124 andan outboard end 126 opposite the inboard end 124. The flap body 164 alsoincludes a leading end 112 and a trailing end 116 opposite the leadingend 112. The torque member 108 includes an inboard end 180 and anoutboard end 178 opposite the inboard end 180. In an example, the torquemember 108 is coupled to the inboard end 124 of the flap body 164 andextends outward from the inboard end 124 of the flap body 164 in aninboard direction.

In an example, the torque member 108 includes a plurality of extensionmembers 128 (also referred to individually as extension member 128 andcollectively as extension members 128). Each one of the extensionmembers 128 is coupled to the flap body 164 at the inboard end 124 andextends from the inboard end 124 in an inboard direction. In an example,each one of the extension members 128 is parallel to an adjacent one ofthe plurality of extension member 128.

As used herein, the term “parallel” has its ordinary meaning as known tothose skilled in the art and refers to a condition in which a firstline, extending longitudinally through a first item, and a second line,extending longitudinally through a second item, share a common plane andthe first line and the second line being equidistant from one another.As used herein, the term “parallel” includes exactly parallel andapproximately parallel (i.e., close to parallel that still performs thedesired function or achieves the desired result). As used herein, theterm “adjacent” refers to a condition in which a first item directlyneighbors, or is directly next to, a second item.

In an example, the extension members 128 that partially form the torquemember 108 define structural members of the torque member 108. As usedherein, the phrase “structural member,” with reference to any one of aplurality of structural members that partially form the torque member108, refers to a load-bearing element that is configured to carry a loador react to stresses applied to the torque member 108.

In an example, the flap body 164 includes an inboard rib 168 thatextends between an adjacent pair of the plurality of spars 106 at theinboard end 124 of the flap body 164. Each one of the plurality ofextension members 128 is coupled to the inboard rib 168. In an example,the inboard rib 168 includes a stiffener, or flange, that is verticallyoriented and that is located on an inboard face of the inboard rib 168.In an example, each one of the extension members 128 is fastened (e.g.,bolted) to the stiffener of the inboard rib 168. Any other suitablejoint may be used to couple an outboard end of the extension member 128to the inboard rib 168.

Each one of the extension members 128 and/or the inboard rib 168 may beformed of any suitable structural material. In an example, the extensionmembers 128 and/or the inboard rib 168 are formed of a metallicmaterial. In an example, the extension members 128 and the inboard rib168 are formed of a composite material. An example of a compositematerial is a fiber-reinforced polymer that includes a polymer matrix(e.g., a thermoset resin or a thermoplastic polymer) that is reinforcedwith fibers (e.g., glass, carbon, aramid, etc.). As an example, thecomposite material is a carbon fiber reinforced polymer.

In various examples, each one of the extension members 128 has one ofany number of different sizes and/or cross-sectional shapes. Generally,the size and/or cross-sectional shape of any one of the extensionmembers 128 depends on, and may be balanced between, various factorsincluding, but not limited to, stiffness and/or strength requirements toadequately react to loads applied to the torque member 108 and/or thewing flap 100, failsafety requirements of the torque member 108, thesize of the opening 206 (FIG. 4) in the fuselage 202 required toaccommodate the torque member 108, and the like. The size and/orcross-sectional shape of the individual extension members 128 and of thetorque member 108 as a whole may be a factor in the location of thetorque member 108 relative to the flap body 164 (e.g., toward theleading end 112 or toward the trailing end 116).

The torque member 108 being formed by the extension members 128, whichare coupled to the inboard rib 168 of the flap body 164 may reduce thecost, complexity, and/or weight of the wing flap 100 and may reduce thecost, complexity, and/or weight associated with production of theaircraft wing and/or the aircraft. For example, forming the torquemember 108 from the extension members 128 is less costly thanfabricating a metal (e.g., titanium or steel) torque tube and reducesthe components and time required to assemble and join the torque member108 as compared to the metal torque tube. As an example, the extensionmembers 128 of the torque member 108 being formed from a compositematerial may reduce the weight of the aircraft wing as compared to atraditional steel torque tube. As an example, joining the torque member108 with the flap body 164 by coupling each one of the extension members128 to the inboard rib 168 may reduce the complexity and cost associatedwith coupling the torque member 108 to the flap body 168 as compared tocoupling the traditional steel torque tube to a body of the wing flap.As an example, forming the torque member 108 from the extension members128 also enables the location of the torque member 108 to be tailoredrelative to the flap body 164 and/or the fuselage 202, which may be usedto optimize penetration of the torque member 108 in the fuselage 202through the opening 206.

In an example, and as illustrated in FIG. 3, the torque member 108 islocated between the leading end 112 and the trailing end 116 of the flapbody 164, such as proximate to a middle portion of the flap body 164. Inan example, the torque member 108 is located toward the leading end 112of the flap body 164. In an example, the torque member 108 is locatedtoward the trailing end 116 of the flap body 164.

In an example, the torque member 108 has a cross-sectional shape that atleast partially matches, or matches a portion of, a cross-sectionalshape of the flap body 164 as viewed from the inboard end 124. Thecross-sectional shape of the torque member 108 at least partiallymatching the cross-sectional shape of the flap body 164 at the inboardend 124 of the flap body 164 may reduce complexity associated withcoupling the torque member 108 to the flap body 164 and may reduce theimpact the torque member 108 has on the aerodynamic characteristics ofthe wing flap 100 and/or the aircraft 200. As used herein, componentshaving at least partially matching cross-sectional shapes may have, butdo not require, matching sizes and/or dimensions.

In an example, the torque member 108 has a non-circular cross-sectionalshape. As an example, the torque member 108 has a polygonalcross-sectional shape. In the illustrative example, the torque member108 has a rectangular cross-sectional shape. In another illustrativeexample, the torque member 108 has a cross-sectional shape including acombination of linear and arcuate sides, such as three substantiallylinear sides and a fourth arcuate side connecting two linear sides toform a generally rectangular cross-sectional shape.

In an example, the torque member 108 includes, or is at least partiallyformed by, a front wall 156, a rear wall 158 that is opposite the frontwall 156, an upper wall 160, and a lower wall 162 that is opposite theupper wall 160. The front wall 156 and the rear wall 158 are coupled tothe flap body 164.

In an example, a first one of the plurality of extension members 128forms the front wall 156 and a second one of the plurality of extensionmembers 128 forms the rear wall 158. The upper wall 160 and the lowerwall 162 are contiguous with the upper skin 102 and the lower skin 104,respectively. In an example, at least one of the upper wall 160 and thelower wall 162 has a profile shape that matches a portion of the flapbody 164 as viewed from the inboard end 124, for example, that matches aportion of a profile shape of at least one of the upper skin 102 and thelower skin 104.

A profile shape of each one of the front wall 156, the rear wall 158,the upper wall 160, and the lower wall 162, as viewed from the inboardend 124, defines the cross sectional shape of the torque member 108. Inan example, the profile shape of one or more of the front wall 156, therear wall 158, the upper wall 160, and the lower wall 162 is planar. Inan example, the profile shape of one or more of the front wall 156, therear wall 158, the upper wall 160, and the lower wall 162 is curved.

Referring to FIG. 4, the flap body 164 of the wing flap 100 is actuatedor moved between the raised and lowered positions by way of the torquemember 108, which extends through the opening 206 formed in the fuselage202. The opening 206 is configured to enable a full range of motion forthe torque member 108 and the associated flap body 164 during operation.In an example, the flap actuator 260 includes a flap support mechanism212, also commonly referred to as a flap carriage mechanism, and amotorized actuator (not shown) that is operatively coupled with the flapsupport mechanism 212. In an example, the inboard end 180 of the torquemember 108 is coupled to the flap support mechanism 212.

FIG. 4 shows the wing flap 100 in a generally raised position with thetorque member 108 extending through the opening 206 in the fuselage 202and coupled to the flap support mechanism 212. In an example, the torquemember 108 is configured to rotate, or is configured to be rotated,about an axis of rotation 184 to pivot or rotate the flap body 164relative to the wing 214. Alternatively, or in addition to, in anexample, the torque member 108 is configured to translate, or isconfigured to be translated, forward and aft along a travel path 186 tomove the flap body 164 between a forward/raised position and anaft/lowered position. In an example, the travel path 186 is arcuate and,thus, the opening 206 is elongate and arcuate to enable a full range ofmotion of the wing flap 100 (the torque member 108 and the flap body 164associated therewith) during operation. Rotation of torque member 108enables the flap body 164 to pivot about the axis of rotation 184 duringactuation of the wing flap 100. In an example, the axis of rotation 184is a central longitudinal axis of the torque member 108.

In an example, the torque member 108 also includes a mounting flange 182that is located at the outboard end 178 of the torque member 108 andthat is configured to be coupled to the flap support mechanism 212. Inan example, the flap support mechanism 212 includes a carrier mechanism262, which is also commonly referred to as a carrier beam. The carriermechanism 262 is coupled to the inboard end 180 of the torque member 108and transfers motion to the torque member 108 during actuation of theflap support mechanism 212. In an example, the carrier mechanism 262includes one or more link members that are pivotally coupled to themounting flange 182 to enable rotational and translational movement ofthe torque member 108, in which an instantaneous center of rotation ofthe torque member 108 varies along the travel path 186.

Referring to FIG. 5, in an example, the wing flap 100 includes aninboard flap fairing 190 that is coupled to the flap body 164 proximateto the inboard end 124 of the flap body 164. The inboard flap fairing190 moves with the wing flap 100 relative to the fuselage 202 duringactuation of the wing flap 100. In an example, the wing flap 100 alsoincludes a door 188 that is coupled to the torque member 108. The door188 moves with the torque member 108 and is located relative to thefuselage 202 such that the door 188 covers at least a portion of theopening 206 (FIG. 4) in the fuselage 202 during actuation of the wingflap 100.

Referring to FIGS. 6-8, in an example, the upper skin 102 (the upperskin 102 is not shown in FIGS. 7 and 8) and/or the lower skin 104 arepermanently coupled with the spars 106. As examples, one or both of theupper skin 102 and the lower skin 104 may be connected to the spars 106by various kinds of fasteners (not shown), the spars 106 may be co-curedwith one or both of the upper skin 102 and/or the lower skin 104, thespars 106 may be structurally bonded (e.g., adhesively bonded) with oneor both of the upper skin 102 and/or the lower skin 104, or acombination thereof.

Referring to FIG. 6, in an example, each one of the spars 106 includesan upper spar cap 170, a lower spar cap 172 that is opposite the upperspar cap 170, and a spar web 174 that extends between the upper spar cap170 and the lower spar cap 172. The upper spar cap 170 is coupled to theupper skin 102 and the lower spar cap 172 is coupled to the lower skin104. Each one of the spars 106 has one of various cross-sectional shapesdefined by the relative configuration of the upper spar cap 170, thelower spar cap 172, and the spar web 174. In an example, at least one ofthe spars 106 has a constant cross-sectional shape along a longitudinalaxis of the spar 106. In an example, at least one of the spars 106 has avariable, or non-constant, cross-sectional shape along the longitudinalaxis of the spar 106.

In an example of the spar 106, one end of the spar web 174 is connectedto an end of the upper spar cap 170 and the other end of the spar web174 is connected to an end of the lower spar cap 172 and both the upperspar cap 170 and the lower spar cap 172 project from the same side ofthe spar web 174 (commonly referred to as having a C-shape or U-shape incross-section).

In an example of the spar 106, one end of the spar web 174 is connectedto a middle portion of the upper spar cap 170 (e.g., between the ends ofthe upper spar cap 170) and the other end of the spar web 174 isconnected to a middle portion of the lower spar cap 172 (e.g., betweenthe ends of the lower spar cap 172) and both the upper spar cap 170 andthe lower spar cap 172 project from the both sides of the spar web 174(commonly referred to as having a I-shape or H-shape in cross-section).

Referring to FIGS. 7 and 8, in an example, the flap body 164 ispartially formed by the spars 106 and the torque member 108 is partiallyformed by the extension members 128. In an example, the spars 106 extendin a span-wise direction between the outboard end 126 of the flap body164 and the inboard end 124 of the flap body 164. The spars 106 arestructural members, or load-bearing element, of the flap body 164. Theextension members 128 extend between the outboard end 178 and theinboard end 180 of the torque member 108.

The spars 106 may be formed of any suitable structural material. In anexample, the spars 106 are formed of a metallic material. In an example,the spars 106 are formed of a composite material (e.g., carbon fiberreinforced polymer).

In an example, at least one of the upper skin 102 and the lower skin 104includes a skin major portion 152 and a skin extension portion 154 thatextends from the skin major portion 152. The flap body 164 is partiallyformed by the skin major portion 152 and the torque member 108 ispartially formed by the skin extension portion 154.

In an example, the skin major portion 152 extends in a span-wisedirection between the outboard end 126 and the inboard end 124 of theflap body 164 and in the chord-wise direction between the leading end112 and the trailing end 116 of the flap body 164. The skin extensionportion 154 extends from the inboard end 124 of the flap body 164 in theinboard direction. The skin extension portion 154 extends over (e.g.,covers) and is coupled to the extension members 128.

The skin major portion 152 and the skin extension portion 154 areintegrally formed as a single part, or single piece, that forms aunitary body of the upper skin 102 an/or the lower skin 104. The upperskin 102 an/or the lower skin 104 may be formed of any suitablestructural material. In an example, the upper skin 102 an/or the lowerskin 104 are formed of a metallic material. In an example, the upperskin 102 an/or the lower skin 104 are formed of a composite material(e.g., carbon fiber reinforced polymer).

In an example, the torque member 108 is formed by two extension members128, each being coupled to the inboard rib 168 of the flap body 164. Inan example, the torque member 108 is formed by three extension members128, each being coupled to the inboard rib 168 of the flap body 164. Inan example, the torque member 108 is formed by two extension members 128and at least one extension rib 176 (FIG. 7) that is coupled to theextension members 128. In any of these examples, the torque member 108may also be formed by the skin extension portion 154 of at least one ofthe upper skin 102 and/or the lower skin 104.

In an example, at least one of the extension members 128 is laterallyoffset relative to one of the spars 106. In an example, and asillustrated in FIG. 7, each one of the extension members 128 islaterally offset relative to adjacent ones of the spars 106. In anexample, at least one of the extension members 128 is coaxially alignedwith one of the spars 106. In an example, and as illustrated in FIG. 8,each one of the extension members 128 is coaxially aligned with one ofthe spars 106 associated therewith.

In an example, any one of the extension members 128 includes an upperextension cap, a lower extension cap that is opposite the upperextension cap, and an extension web that extends between the upperextension cap and the lower extension cap. Each one of the extensionmembers 128 has one of various cross-sectional shapes (e.g., C-shape,I-shape, etc.) defined by the relative configuration of the upperextension cap, the lower extension cap, and the extension web. In anexample, at least one of the extension members 128 has a constantcross-sectional shape along a longitudinal axis of the extension member128. In an example, at least one of the extension members 128 has avariable, or non-constant, cross-sectional shape along the longitudinalaxis of the extension member 128. In some examples, the cross-sectionalshape of the extension members 128 substantially matches thecross-sectional shape of the spars 106 used to form the flap body 164.In an example, the skin extension portion 152 of at least one of theupper skin 102 and/or the lower skin 104 is coupled to opposing ends ofone or more of the extension members 128 (e.g., the upper extension capand the lower extension cap).

Referring to FIG. 8, in an example, the flap body 164 also includesadditional structural elements. In an example, the flap body 164 alsoincludes additional ones of the spars 106 extending between the outboardend 126 and the inboard end 124 of the flap body 164. In an example, theflap body 164 also includes a plurality of outboard ribs 166 (alsoreferred to individually as outboard rib 166) extending between theupper skin 102 and the lower skin 104. In an example, the outboard ribs166 extend in a chord-wise direction between adjacent pairs of the spars106.

Referring to FIGS. 9-12, in an example, the plurality of spars 106includes a front spar 110 that is located proximate to (e.g., at ornear) the leading end 112 of the flap body 164. In an example, theplurality of spars 106 also includes a rear spar 114 that is locatedproximate to the trailing end 116 of the wing flap 100. In an example,the plurality of spars 106 also includes a middle spar 118 that islocated between the front spar 110 and the rear spar 114. In FIGS. 9-12,the upper skin 102 is not shown.

Referring to FIG. 9, in an example, the wing flap 100 includes the frontspar 110 and the rear spar 114. In an example, the front spar 110 andthe rear spar 114 extend between the outboard end 126 and the inboardend 124 of the flap body 164. In an example, the inboard rib 168 extendsbetween and is coupled to the front spar 110 and the rear spar 114. Inan example, the inboard rib 168 also extends between the upper skin 102(not shown in FIG. 9) and the lower skin 104 in a chord-wise directionand is coupled to the upper skin 102 and the lower skin 104. The flapbody 164 is partially formed by the front spar 110, the rear spar 114,and the inboard rib 168. Each one of the plurality of extension members128 is located between the front spar 110 and the rear spar 114 whenviewed from the inboard end 124 of the flap body 164.

In an example, the plurality of extension members 128 includes a firstextension member 144 (e.g., a first one of the extension members 128)that is coupled to the inboard rib 168. In an example, the plurality ofextension members 128 includes a second extension member 146 (e.g., asecond one of the extension members 128) that is coupled to the inboardrib 168. The torque member 108 includes (is partially formed by) thefirst extension member 144 and the second extension member 146. Thefirst extension member 144 and the second extension member 146 extendbetween the outboard end 178 and the inboard end 180 of the torquemember 108.

In an example, the first extension member 144 and the second extensionmember 146 are laterally spaced away from one another. In an example,the first extension member 144 and the second extension member 146 areparallel to each other. In an example, the first extension member 144 islaterally spaced away from the front spar 110 toward the rear spar 114.In an example, the second extension member 146 is laterally spaced awayfrom the rear spar 114 toward the front spar 110.

Referring to FIG. 10, in an example, the wing flap 100 includes thefront spar 110, the middle spar 118, and the rear spar 114. In anexample, the front spar 110, the middle spar 118, and the rear spar 114extend between the outboard end 126 and the inboard end 124 of the flapbody 164. In an example, the inboard rib 168 extends between the frontspar 110 and the rear spar 114 and is coupled to the front spar 110, themiddle spar 118, and the rear spar 114. The flap body 164 is partiallyformed by the front spar 110, the middle spar 118, the rear spar 114,and the inboard rib 168. The torque member 108 is partially formed bythe first extension member 144 and the second extension member 146.

In an example, the first extension member 144 is located between thefront spar 110 and the middle spar 118 when viewed from the inboard end124 of the flap body 164. In an example, the second extension member 146is located between the rear spar 114 and the middle spar 118 when viewedfrom the inboard end 124 of the flap body 164.

Referring to FIG. 11, in an example, the wing flap 100 includes thefront spar 110 and the rear spar 114. In an example, the front spar 110and the rear spar 114 extend between the outboard end 126 and theinboard end 124 of the flap body 164. In an example, the inboard rib 168extends between and is coupled to the front spar 110 and the rear spar114. The flap body 164 is partially formed by the front spar 110, therear spar 114, and the inboard rib 168.

In an example, the plurality of extension members 128 includes a thirdextension member 148 (e.g., a third one of the extension members 128)that is coupled to the inboard rib 168. In an example, the thirdextension member 148 is located between the first extension member 144and the second extension member 146 when viewed from the inboard end 124of the flap body 164. The torque member 108 includes (is partiallyformed by) the first extension member 144, the second extension member146, and the third extension member 148. The first extension member 144,the second extension member 146, and the third extension member 148extend between the outboard end 178 and the inboard end 180 of thetorque member 108.

Referring to FIG. 12, in an example, the wing flap 100 includes thefront spar 110 and the rear spar 114. In an example, the front spar 110and the rear spar 114 extend between the outboard end 126 and theinboard end 124 of the flap body 164. In an example, the inboard rib 168extends between and is coupled to the front spar 110 and the rear spar114. The flap body 164 is partially formed by the front spar 110, therear spar 114, and the inboard rib 168.

In an example, the torque member 108 includes (is partially formed by)an extension rib 176 that extends between the first extension member 144and the second extension member 146. In an example, the extension rib176 is located at any one of various locations between the outboard end178 and the inboard end 180 of the torque member 108. The extension rib176 is configured to redistribute loads between the first extensionmember 144 and the second extension member 146 during actuation of thewing flap 100. In an example, the extension rib 176 extends betweenand/or is coupled to the upper skin 102 (not shown in FIG. 12) and/orthe lower skin 104.

In an example, the torque member 108 includes a plurality of extensionribs 176, as illustrated in FIG. 12. In an example, the extension ribs176 are equally spaced along the torque member 108 between the outboardend 178 and the inboard end 180 of the torque member 108. The number ofextension ribs 176 may vary depending, for example, on the loads appliedto the torque member 108, failsafe requirements of the torque member108, and required stiffness of the torque member 108. In an example, oneof the extension ribs 176 is located proximate to the inboard end 180 ofthe torque member 108. In an example, at least one other of theextension ribs 176 is located between the outboard end 178 and theinboard end 180 of the torque member 108, for example, between the oneof the extension ribs 176 located at the inboard end 180 of the torquemember 108 and the inboard rib 168.

Referring to FIG. 14, in an example, the wing flap 100 includes thefront spar 110 and the rear spar 114. The flap body 164 is partiallyformed by the front-spar major portion 120 and the rear spar 114. Thetorque member 108 is partially formed by the front-spar extensionportion 122. In an example, the front-spar major portion 120 and therear spar 114 extend between the inboard end 124 and the outboard end126 of the flap body 164 and the front-spar extension portion 122extends between the outboard end 178 and the inboard end 180 of thetorque member 108.

While not illustrated in FIGS. 11 and 12, in other examples, the flapbody 164 may also include additional ones of the spars 106 (e.g., themiddle spar 118).

In the examples shown in FIGS. 9-12, the first extension member 144forms the front wall 156 (FIG. 3) of the torque member 108 and thesecond extension member 146 forms the rear wall 158 (FIG. 3) of thetorque member 108. In the examples shown in FIGS. 9-12, the skinextension portion 154 of the upper skin 102 (not shown in FIGS. 9-12),also referred to as upper-skin extension portion, forms the upper wall160 (FIG. 3) of the torque member 108 and the skin extension portion 154of the lower skin 104, also referred to as lower-skin extension portion,forms the lower wall 162 of the torque member 108. The skin majorportion 152 of the upper skin 102, also referred to as upper-skin majorportion, forms an upper skin panel of the flap body 164 and the skinmajor portion 152 of the lower skin 104, also referred to as lower-skinmajor portion, forms a lower skin panel of the flap body 164.

Referring to FIG. 13, in an example, one or both of the upper skin 102and/or the lower skin 104 partially form only the flap body 164. In anexample, one or both of the upper skin 102 and/or the lower skin 104extends between the outboard end 126 and the inboard end 124 of the flapbody 164 and terminates at the inboard end 124 of the flap body 164.

In an example, the wing flap 100 also includes an upper-skin extensionmember 194 that takes the place of the upper-skin extension portion. Inan example, the upper-skin extension member 194 extends between theinboard end 180 and the outboard end 178 of the torque member 108 and iscoupled to the extension members 128 (e.g., the first extension member144 and the second extension member 146). The upper-skin extensionmember 194 is contiguous with the upper skin 102. The torque member 108includes (is partially formed by) the upper-skin extension member 194.

In an example, the wing flap 100 also includes a lower-skin extensionmember 196 that takes the place of the lower-skin extension portion. Inan example, the lower-skin extension member 196 extends between theinboard end 180 and the outboard end 178 of the torque member 108 and iscoupled to the extension members 128 (e.g., the first extension member144 and the second extension member 146). The lower-skin extensionmember 196 is contiguous with the lower skin 104. The torque member 108is partially formed by the lower-skin extension member 196.

In the illustrative examples, the skin extension portion 154 of theupper skin 102 and the lower skin 104, the upper-skin extension member194, and the lower-skin extension member 196 extend all the way to andterminate at the inboard end 180 of the torque member 108. In otherexamples, one or more of the skin extension portion 154 of the upperskin 102 and the lower skin 104, the upper-skin extension member 194,and/or the lower-skin extension member 196 terminates prior to theinboard end 180 of the torque member 108. In an example, the skinextension portion 154 of the upper skin 102 and the lower skin 104, theupper-skin extension member 194, and/or the lower-skin extension member196 extends at least to a point on the torque member 108 in which thetorque member 108 enters the fuselage 202 through the opening 206 (FIG.4).

In some aerospace implementations, failsafe measures may be beneficialto ensure continued safe flight and landing. An example of a failsafemeasure is to have a redundant load path that is not utilized untilfailure of a primary load path. Another example of a failsafe measure isto have two or more load paths in which failure of any one of the loadpaths redistributes the load to another one of the load paths, each ofwhich is capable of reacting to the entire load. Another example of afailsafe measure is to have adequate reserve loading capability in eachof the structural members defining a given load path such that the loadpath is capable to react to the entire load after failure, damage, orother impairment to one of the structural members.

In some examples, such as the illustrative example shown in FIG. 11, thetorque member 108 of the disclosed wing flap 100 includes a failsafeconfiguration. In an example (FIG. 11), pairs of two adjacent extensionmembers 128 may form redundant load paths. In an example, the firstextension member 144 and the third extension member 148 define a firstload path, the third extension member 148 and the second extensionmember 146 define a second load path, and the first extension member 144and the second extension member 146 define a third load path. In thisexample, each one of the load paths is capable of reacting to the entireload applied to the wing flap 100 and a failure in one of the load paths(e.g., resulting from damage to one of the extension members 128) may beredistributed to the other load path. In an example, one of theredundant load paths is loaded and another one of the redundant loadpaths is unloaded. Upon a failure in the loaded load path, the load isdistributed to the unloaded load path. In an example, each one of theredundant load paths is loaded and either one of the loaded load pathsis capable of reacting to the entire load upon failure of the other.

In some examples, such as the illustrative examples shown in FIGS. 9,10, and 12, the torque member 108 of the disclosed wing flap 100 mayalso include a failsafe configuration. In an example, each of theextension members 128 has a reserve loading capacity that exceeds theentire load applied to the wing flap 100. In an example (FIGS. 9, 10,and 12), the first extension member 144 and the second extension member146 define the load path and each one of the first extension member 144and the second extension member 146 has a reserve loading capacity thatexceeds the entire load applied to the wing flap 100.

Referring to FIG. 14, also disclosed is an example method 1000. In anexample, the method 1000 is utilized for forming the wing flap 100. Inan example, the method 1000 includes a step of forming the torque member108 with the plurality of extension members 128 that are coupled to theflap body 164 to form the wing flap 100 (Block 1002). The flap body 164is configured to be movably coupled with the wing 214 of the aircraft200. The torque member 108 is configured to be operatively coupled withthe flap actuator 260 of the aircraft 200.

In an example, the method 1000 includes a step of providing the lowerskin 104, the upper skin 102, and the plurality of spars 106 (Block1004). As used herein, the term “providing” does not require anyparticular delivery or receipt of the provided item. Rather, the term“providing” is used to refer to items that are available for use or thatare otherwise in a state or condition of being ready for use.

In an example, the method 1000 includes a step of joining the lower skin104, the upper skin 102, and the plurality of spars 106 together topartially form the flap body 164 (Block 1006). Various methods oroperations may be utilized to join the lower skin 104, the upper skin102, and the plurality of spars 106 including, but not limited to,fastening, co-curing, bonding, or combinations thereof.

In an example, the method 1000 includes a step of coupling the inboardrib 168 to the plurality of spars 106 to partially form the flap body164 (Block 1008). In an example, the inboard rib 168 extends between anadjacent pair of the spars 106 at the inboard end 124 of the flap body164.

In an example, the method 1000 includes a step of coupling the pluralityof extension members 128 to the inboard end 124 of the flap body 164 topartially form the torque member 108 (Block 1010). In an example, theplurality of extension members 128 is coupled to the inboard rib 168.

In an example, the method 1000 includes steps of partially forming theflap body 164 with the skin major portion 152 of the upper skin 102(Block 1012) and partially forming the torque member 108 with the skinextension portion 154 of the upper skin 102 (Block 1014). Alternatively,the method 1000 includes steps of partially forming the flap body 164with the upper skin 102 (Block 1016) and partially forming the torquemember 108 with the upper-skin extension member 194 (Block 1018).

In an example, the method 1000 includes steps of partially forming theflap body 164 with the skin major portion 152 of the lower skin 104(Block 1020) and partially forming the torque member 108 with the skinextension portion 154 of the lower skin 104 (Block 1022). Alternatively,the method 1000 includes steps of partially forming the flap body 164with the lower skin 104 (Block 1024) and partially forming the torquemember 108 with the lower-skin extension member 196 (Block 1026).

In an example, the method 1000 is further utilized for forming the wing214 of the aircraft 200. In an example, the method 1000 includes a stepof movably coupling the flap body 164 of the wing flap 100 to the wingbody 258 of the wing 214 at the trailing edge 242 of the wing 214 (Block1028). In accordance with the method 1000, the wing flap 100 may becoupled to the wing 214 during manufacture of the wing 214.Alternatively, in accordance with the method 1000, a conventionalinboard flap of the aircraft 200 may be replaced with the wing flap 100,such as during maintenance or repair of the aircraft 200.

In an example, the method 1000 is further utilized for forming theaircraft 200. In an example, the method 1000 includes a step of couplingthe wing 214 to the fuselage 202 of the aircraft 200 (Block 1030). In anexample, the method 1000 includes a step of operatively coupling theinboard end 180 of the torque member 108 with the flap actuator 260(Block 1032). In an example, the torque member 108 extends into thefuselage 202 through the opening 206 in the fuselage 202.

In an example, the method 1000 is also utilized for operating the wingflap 100. In an example, the method 1000 includes a step of actuatingthe wing flap 100 between the raised and lowered positions (Block 1034).In an example, the flap actuator 260 pivots and/or translates the flapbody 164 of the wing flap 100 relative to the wing 214 via the torquemember 108.

Examples of the wing flap 100 and method 1000 disclosed herein may finduse in a variety of potential applications, particularly in thetransportation industry, including for example, aerospace applications.Referring now to FIGS. 1 and 15, examples of the wing flap 100 andmethod 1000 may be used in the context of an aircraft manufacturing andservice method 1100, as shown in the flow diagram of FIG. 15, and theaircraft 200, as shown in FIG. 1. Aircraft applications of the disclosedexamples may include formation of the wing flap 100 and use of the wingflap 100 as a flight control surface of the aircraft 200.

As shown in FIG. 15, during pre-production, the illustrative method 1100may include specification and design of the aircraft 200 (Block 1102)and material procurement (Block 1104). During production of the aircraft200, component and subassembly manufacturing (Block 1106) and systemintegration (Block 1108) of the aircraft 200 may take place. Thereafter,the aircraft 200 may go through certification and delivery (Block 1110)to be placed in service (Block 1112). The disclosed wing flap 100 andmethod 1000 may form a portion of component and subassemblymanufacturing (Block 1106) and/or system integration (Block 1108).Routine maintenance and service (Block 1114) may include modification,reconfiguration, refurbishment, etc. of one or more systems of theaircraft 200, such as repair and/or replacement of inboard wing flaps.

Each of the processes of illustrative method may be performed or carriedout by a system integrator, a third party, and/or an operator (e.g., acustomer). For the purposes of this description, a system integrator mayinclude, without limitation, any number of aircraft manufacturers andmajor-system subcontractors; a third party may include, withoutlimitation, any number of vendors, subcontractors, and suppliers; and anoperator may be an airline, leasing company, military entity, serviceorganization, and so on.

Examples of the wing flap 100 and method 1000 shown or described hereinmay be employed during any one or more of the stages of themanufacturing and service method 1100 shown in the flow diagramillustrated by FIG. 15. For example, components or subassemblies, suchas the wing flap 100 or the wing 214, corresponding to component andsubassembly manufacturing (Block 1106) may be fabricated or manufacturedin a manner similar to components or subassemblies produced while theaircraft 200 is in service (Block 1112). Also, one or more examples ofthe wing flap 100, method 1000, or combinations thereof may be utilizedduring system integration (Block 1108) and/or certification and delivery(Block 1110). Similarly, one or more examples of the wing flap 100,method 1000, or a combination thereof, may be utilized, for example andwithout limitation, while the aircraft 200 is in service (Block 1112)and during maintenance and service (Block 1114).

Although an aerospace example is shown, the principles disclosed hereinmay be applied to other industries, such as the automotive industry.Accordingly, in addition to aircraft, the principles disclosed hereinmay apply to other vehicles, (e.g., land vehicles, marine vehicles,space vehicles, etc.).

Reference herein to “example” means that one or more feature, structure,element, component, characteristic and/or operational step described inconnection with the example is included in at least one embodiment andor implementation of the subject matter according to the presentdisclosure. Thus, the phrase “an example” and similar languagethroughout the present disclosure may, but do not necessarily, refer tothe same example. Further, the subject matter characterizing any oneexample may, but does not necessarily, include the subject mattercharacterizing any other example.

As used herein, a system, apparatus, structure, article, element,component, or hardware “configured to” perform a specified function isindeed capable of performing the specified function without anyalteration, rather than merely having potential to perform the specifiedfunction after further modification. In other words, the system,apparatus, structure, article, element, component, or hardware“configured to” perform a specified function is specifically selected,created, implemented, utilized, programmed, and/or designed for thepurpose of performing the specified function. As used herein,“configured to” denotes existing characteristics of a system, apparatus,structure, article, element, component, or hardware that enable thesystem, apparatus, structure, article, element, component, or hardwareto perform the specified function without further modification. Forpurposes of this disclosure, a system, apparatus, structure, article,element, component, or hardware described as being “configured to”perform a particular function may additionally or alternatively bedescribed as being “adapted to” and/or as being “operative to” performthat function.

Unless otherwise indicated, the terms “first”, “second”, etc. are usedherein merely as labels, and are not intended to impose ordinal,positional, or hierarchical requirements on the items to which theseterms refer. Moreover, reference to a “second” item does not require orpreclude the existence of lower-numbered item (e.g., a “first” item)and/or a higher-numbered item (e.g., a “third” item).

As used herein, “coupled”, “coupling”, and similar terms refer to two ormore elements that are joined, linked, fastened, connected, put incommunication, or otherwise associated (e.g., mechanically,electrically, fluidly, optically, electromagnetically) with one another.In various examples, the elements may be associated directly orindirectly. As an example, element A may be directly associated withelement B. As another example, element A may be indirectly associatedwith element B, for example, via another element C. It will beunderstood that not all associations among the various disclosedelements are necessarily represented. Accordingly, couplings other thanthose depicted in the figures may also exist.

As used herein, the phrase “at least one of”, when used with a list ofitems, means different combinations of one or more of the listed itemsmay be used and only one of each item in the list may be needed. Forexample, “at least one of item A, item B, and item C” may include,without limitation, item A or item A and item B. This example also mayinclude item A, item B, and item C, or item B and item C. In otherexamples, “at least one of” may be, for example, without limitation, twoof item A, one of item B, and ten of item C; four of item B and seven ofitem C; and other suitable combinations.

In FIGS. 14 and 15, referred to above, the blocks may representoperations and/or portions thereof and lines connecting the variousblocks do not imply any particular order or dependency of the operationsor portions thereof. Blocks represented by dashed lines indicatealternative operations and/or portions thereof. Dashed lines, if any,connecting the various blocks represent alternative dependencies of theoperations or portions thereof. It will be understood that not alldependencies among the various disclosed operations are necessarilyrepresented. FIGS. 14 and 15 and the accompanying disclosure describingthe operations of the disclosed methods set forth herein should not beinterpreted as necessarily determining a sequence in which theoperations are to be performed. Rather, although one illustrative orderis indicated, it is to be understood that the sequence of the operationsmay be modified when appropriate. Accordingly, modifications, additionsand/or omissions may be made to the operations illustrated and certainoperations may be performed in a different order or simultaneously.Additionally, those skilled in the art will appreciate that not alloperations described need be performed.

Although various embodiments and/or examples of the disclosed antenna,aerospace vehicle and method have been shown and described,modifications may occur to those skilled in the art upon reading thespecification. The present application includes such modifications andis limited only by the scope of the claims.

What is claimed is:
 1. A wing flap comprising: a flap body comprising:an upper skin; a lower skin opposite the upper skin; and a plurality ofspars that extend between the upper skin and the lower skin; and atorque member that is coupled to the flap body; and wherein a portion ofthe torque member is contiguous with at least one of the upper skin andthe lower skin.
 2. The wing flap of claim 1, wherein the torque memberhas a non-circular cross-sectional shape.
 3. The wing flap of claim 1,wherein: the flap body further comprises an inboard end and an outboardend opposite the inboard end; the torque member comprises a plurality ofextension members; and each one of the plurality of extension members iscoupled to the inboard end of the flap body.
 4. The wing flap of claim3, wherein each one of the plurality of extension members is parallel toan adjacent one of the plurality of extension member.
 5. The wing flapof claim 3, wherein: at least one of the upper skin and the lower skincomprises a skin major portion and a skin extension portion that extendsfrom the skin major portion; the flap body is partially formed by theskin major portion; and the torque member is partially formed by theskin extension portion.
 6. The wing flap of claim 3, wherein the torquemember comprises at least one of an upper-skin extension member that iscontiguous with the upper skin and a lower-skin extension member that iscontiguous with the lower skin.
 7. The wing flap of claim 3, wherein:the flap body further comprises an inboard rib that extends between anadjacent pair of the plurality of spars at the inboard end of the flapbody; and each one of the plurality of extension members is coupled tothe inboard rib.
 8. The wing flap of claim 7, wherein: the plurality ofspars comprises a front spar and a rear spar; the inboard rib extendsbetween the front spar and the rear spar; and the plurality of extensionmembers is located between the front spar and the rear spar.
 9. The wingflap of claim 8, wherein: the plurality of extension members comprises:a first extension member that is coupled to the inboard rib; and asecond extension member that is coupled to the inboard rib; and thefirst extension member and the second extension member are laterallyspaced away from one another.
 10. The wing flap of claim 9, wherein: thefirst extension member is laterally spaced away from the front spar; andthe second extension member is laterally spaced away from the rear spar.11. The wing flap of claim 9, wherein: the plurality of spars furthercomprises a middle spar located between the front spar and the rearspar; the first extension member is located between the front spar andthe middle spar; and the second extension member is located between therear spar and the middle spar.
 12. The wing flap of claim 9, wherein:the plurality of extension members further comprises a third extensionmember that is coupled to the inboard rib; and the third extensionmember is located between the first extension member and the secondextension member.
 13. The wing flap of claim 9, wherein the torquemember further comprises an extension rib that extends between the firstextension member and the second extension member.
 14. A wing of anaircraft, the wing comprising: a wing body; and a wing flap comprising:a flap body movably coupled to the wing body and comprising: an upperskin; a lower skin opposite the upper skin; and a plurality of sparsthat extend between the upper skin and the lower skin; and a torquemember that is coupled to the flap body; and wherein a portion of thetorque member is contiguous with at least one of the upper skin and thelower skin.
 15. The wing of claim 14, wherein the torque member has anon-circular cross-sectional shape.
 16. The wing of claim 14, whereinthe torque member is configured to be coupled to a flap actuator of theaircraft.
 17. The wing of claim 14, wherein: at least one of the upperskin and the lower skin comprises a skin major portion and a skinextension portion that extends from the skin major portion; the flapbody is partially formed by the skin major portion; and the torquemember is partially formed by the skin extension portion.
 18. The wingof claim 14, wherein: the flap body further comprises an inboard end andan outboard end opposite the inboard end; the torque member comprises aplurality of extension members; and each one of the plurality ofextension members is coupled to the inboard end of the flap body. 19.The wing of claim 18, wherein: the flap body further comprises aninboard rib that extends between an adjacent pair of the plurality ofspars at the inboard end of the flap body; and each one of the pluralityof extension members is coupled to the inboard rib.
 20. A method forforming a wing flap, the method comprising: joining an upper skin, alower skin, and a plurality of spars to partially form a flap body; andcoupling a plurality of extension members to the flap body 164 topartially form a torque member, wherein: the flap body is configured tobe movably coupled with a wing of an aircraft 200; and the torque memberis configured to be coupled to a flap actuator of the aircraft.